Electric-railway switch and signal.



No. 868,222. PATENTED OCT. 15, 1907. A. A. ROTH. ELECTRIC RAILWAY SWITCH AND SIGNAL.

APPLICATION FILED MAY 14, 1907.

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M aura/Worm No. 868,222. PATENTED OCT. 15, 1907.

A. A. ROTH.

ELECTRIC RAILWAY SWITCH AND SIGNAL.

APPLICATION FILED MAY 14, 1907.

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ALICE A. ROTH, OF BUFFALO, NEW YORK.

ELECTRIC-RAILWAY SWITCH AND SIGNAL.

Specification of Letters Patent.

Patented Oct. 15, 1907.

Application filed May 14, 1907. Serial No, 373,696.

The object of my invention is to improve such switches and signals with a view of simplifying their construction and increasing their efiiciency.

- In the accompanying drawings consisting of 2 sheets: Figure iii a diagrammatic top plan view of a section of an electric railway equipped with the improved switch and signal mechanism. Fig. 2 is a fragmentary side elevation of the trolley-wire or conductor, on an enlarged scale, showing the contacts carried by the same. Fig. 3 is a top plan view of the last-named parts. Figs. 4 and 5 are transverse sections in lines 4-4 and 5 5, Fig. 2. Fig. 6 is a vertical longitudinal section, on an enlarged scale, of the switch operating devices in line 66, Big. 1. 7 is a similar view of one of the solenoid-cores and the link connected therewith. Fig. 8 is a perspective view of one of the trolley-wire contacts. Similar letters of reference indicate corresponding parts throughout the several views.

A indicates the rails of the main track, A the rails of the side track, A the switch-point or tongue, and B, B

- the trolley wires of the respective tracks.

and the conductors are connected with a source of elec- These tracks which is enlarged and formed at opposite edges with cam-laces (l, (1' adapted to be engaged by a pair of cams E, E carried respectively by parallel rods or links 0. These links are connected with the cores f of a pair of parallel solenoids F, F, so that when one or the other of the cores is attracted,'the corresponding cam E or E rides over the cooperating cam face of the arm D, rocking the latter and throwing the switch point to its open or closed position accordingly. These cams preferably consist of comparatively stiff flat springs secured at one end to the links e and having their opposite ends packed by spiral springs 9 bearing against the links, the lastnamedsprings being applied to rods 9 secured to the construction, the cams while sufficiently stiff to rock the arm D under normal conditions, are free toyield and prevent breakage of the. switch point or connecting parts in case the point should be deflected in one or the other direction by a car backing on the main or side track While the cams are preferably yielding, they may be rigid, if desired.

The inner portions of the links e move in suitable guides e secured'to the casing, and their inner ends are coupled by a horizontal lever h fulcrumed midway between its ends upon a standard h in the casing C, so that when the core of one of the solenoids F, F is attracted the other core is returned or withdrawn, thus bringing the cam of the projected core opposite the contracted portion of the arm D, as shown in Fig. 1, and permitting the cam of the other attracted core to vibrate said arm, as above described; These cores tend to rebound when attracted, and to prevent the transmission of such rebounding movement to the cam-carrying links e, the latter are provided with longitudinal slots 8 Fig. 6, through which pass the transverse pins e which connect the links with the cores. It will now be understood that one of the solenoids F, F serves to throw the switch point for the main track and the other for the side track, The solenoid Fwhich throws the switch point for the main track, has one end of its coil connected. by a Wire 11 with one of the track rails, while I its other end is connected by a wire 1' with a contact. I

mounted on the trolley wire B of the main track a suitable'distance in advance of the switch point, and arranged in the path of the trolley-wheel, so that when the latter engages said contact, the branch circuit containing said main track solenoid F is closed and the latter energized by current from the trolley wire flowing through the trolleywheel, thus attracting the corresponding core and automatically throwing the switch point for the main track. It is to be noted that so far as the last-mentioned branch circuit is concerned, the trolley wheel serves simply to carry the current from the trolley-' suitably insulated from the latter, and inwardly-bowed horizontal contact-springs 1' arranged on opposite sides of the trolley wire and secured at one end to the ends of one of the arches i and having their other ends arranged loosely in guide loops 1? carried by the other arch, as I shown in Fig. 8. The bulged portions of these bows are in sufliciently close proximity to the trolley wire to be engaged and deflected by the flanges ol a passing trolleywheel, insuring an effective contact.

The solenoid F, which serves to throw the switch point for the side track, has one end of its coil connected with the trolley wire B by a wire j, while from its other end a wire 9" leads to a contact .J also carriedby the trolley wire and'located between the contact I and the switch tongue at a suitable point in advance of the latter. The contact J preferably consists of a U-shap'ed plate or shoe which forms a continuation of the underside' of the trolley wire and is carried by a clamp or hanger j of insulating material which embraces the trolley-wire, as shown in Figs. 2 and 5. When the trolley wheel travels over the contact shoe J, the current flows from the trolley wire B through the coil of the solenoid F, the shoe J ytrolley wheel, and the mo- F and throwing the switch point for the main track, as

hereinbeiore described, or if the point has been previously shifted to that position it will be unaffected by such engagement of the trolley wheel with that cont act. If the car is to contunue along the main track, the motor nan opens the controller-switch j before reaching the main track contact I, thus breaking the motor-cin cuit and preventing the switch point from being thrown for the side track by the solenoid F which would otherwise occur as soon as the trolley wheel traveled over the contact J, because the circuit of the last-mentioned solenoid forms part of the car or motor circuit, as before stated. Although the power is temporarily turned off While passing the main-track contacts I and J, the momentum of the car will carry it'past them, the power being turned on again after passing these contacts. Should it be desired to run from the main to the side track, the controller switch 9' is left closed. In this case, the trolley wheel of the approaching car first closes the circuit of the main track solenoid F by engaging the contact I, throwing the switch for the main track, but immediately thereafter it travels over the contact J and closes the circuit of the corresponding solenoid F, throwing the switch point for the side track. It will thus be seen that the circuit of one of the switch-operating magnets is automatically controlled solely by the engagement of the trolley wheel with a contact standing in its path and forming a terminal of said circuit, while the circuit of the other switch-opcrating magnet is included in the motor circuit of the car and therefore under control of the motorman by means of the usual con troller-switches on thecar-platforms, as wellQas under the automatic control of the trolley-wheel. In the embodiment of the invention shown in the drawings, the side track switchqnugnct F is manually controllable and the main track switch magnet F is controlled solely by automatic means, but if desired, this armngcmcnt may be reversed. To avoid accidental displacement of 'wire 0 to the track-rails.

seaaaa the switch point, a compressed spiral spring 0 is preferably applied to the rock shaft 0 between the hub of the switch-arm D and the top of the casing, this spring offering sufficient frictional resistance for this purpose without however interfering with the actionof the solenoids F, F.

A suitable electric signal is preferably combined with the switch mechanism to indicate the position of the switch-point to the motorman of an approaching car. For this purpose I prefer the visual signal shown in the drawings which is constructed as follows:

L, L indicate a pair of visual indicators preferably consisting of incandescent electric lamps of different colors, one/adapted to indicate the open position and the other the closed position of the switch-point. One

terminal of each of these lamps is connected with a u ire 1 connected with the trolley wire, while their other terminals are connected by wires 1, l with a pair of contacts m, m, respectively, arranged on opposite sides of the rock arm D and cooperating with contacts n, n carried by said arm, the arrangement being such that when the contact it bears against the contact 721, the connection between the contacts m, n is broken, and vice versa. This arm'thus performs the double function of an electric switch and a mechanical shifting device for the switch-point.

0 indicates a wire leading from both the switch lever contacts n, n to one of the main-track rails. The n ircs Z, Z, l and 0 constitute a double signal circuit the branches of which respectively contain the signallainps L, L, and one or the other of which branches is suppliedwith current from the main power-circuit according as the switch-lever D bears against the contact him the contact m. I l

The operation of the signal lamps is as follows: In the position of the parts shown in Fig. l, the switch point is open or thrown for the side track, and the switch lever D is in engagement with the contact m 01' the signalcircuit, closing that branch of the latter which contains the side-track lamp L, illuminating the lat tor and indi eating to the motorman of an approaching car that the switch is set for the sidetrack. In this position of the switch lever, the current flows from the trolley ire through the wire l, lamp L, wire 1 contacts 722, n and When the switchq'ioinl is thrown for the main track, the switch lever D is reversed to the position in which its contact n bears against, the contact m, closing the other branch of the signal circuit through the wire 1, lamp L, wire'l, contacts m, n and wire '0, illuminating said lamp and indicating that the switch-point is set for the inaiirtrack.

An important feature of this improved switch and signal apparatus is that it positively and reliably indicates to the motorman the position of the switch point and that no signal is given unless the point is either fully open or fully closed. This is due to the fact that the switch-lever D or equivalent member is rigidly connectcd to the switch point and necessarily compelled to take part in its movements, so that if the switch ,point should be blocked by a stone or other obstruction said switch lever cannot move far enough to engage one or the other terminal contact m, m of the signal circuits, thus illuminating neither of the signal lamps and indicating that abnormal position of the switch-point. 'lhe contacts 111, m are properly spaced to effect this result.

In practice, the signal lamps will be mounted on a pole or other suitable support located beside or near the railway switch.

It is obvious that the wiring of the apparatus may be the lswitch-point, and electro-magnets for actuating said cams, substantially as set forth.

3. In an electric railway switch. the combination of'the switch point having an operating arm provided on opposite sides with cam faces, cams arranged on opposite sides of said arm and cooperating with its r m-faces, and a pair of solenoids having theiccores connettcd respectively with said cams, substantially as set forth.

4-. In an electric railway switch. the combination of the switch point having an operating member, a pair of solen oids arranged on opposite sides of said member substantially parallel therewith, cams connected with the cores of the solenoids and operating to move said member in opposite directions, and a connection between said cores operating to withdraw one core from its coil when the other is attracted, substantially as set forth.

' In an electric railway switch, the combination of the switch point having an operating membera pair of solenoids arranged'on opposite sides of said member substantially parallel therewith, cams connected with the cores of the solenoids and operating to move said member in opposite directions. and a two armed rock lever connecting said cores, substantially as set forth.-

t;. In an electric 'ailway switch, the combination of the switch point having an operating arm, solenoids arranged on opposite sides of said arm, and cams connected respectively with the cores of said solenoids and acting acainst opposite-sides of said arm, each of said cams con line of a spring secured at one'end to the corresponding solenoid core and arranged to hear at its opposite end against said arm, substantially as set forth.

T. In an electric railway switch, the combination of the switch point having an operating arm. solenoids arranged on opposite sides of said arm.- cam springs secured at one end to the respective solenoid cores and arranged to engage said arm at their free ends, and spiral springs backing the free ends of the cam springs, substantially as set forth.

s. In an electric railway switch, the combination with a switch point, the main or power circuit including the trolley'wire and an electric car having a trolley-wheel, of a pair of branch circuits supplied witlrcurrent by said main circuit, electro magnets for throwing the switch point respectively included in said branch circuits, one of said branch circuits having a terminal contact comprising a pair of arches mounted transversely on the trolley-wire, and a pair of longitudinal contact-springs arranged on on posite sides of the trolley wire in the path of the trolley wheel and carried by said arches, said springs being secured at one end to one of said arches and capable of sliding lengthwise on the other arch at their opposite ends, substantially as set forth.

O. In an elect riclrailway switch, the combination with a switch point, the main 01' powercircuit including the trolley wire and an electric car having a trolley-wheel, of

a pair of branch circuits supplied with current by said main circuit. electro-magnets for throwing the switch point respectively included in said branch circuits, one of said branch circuits having a terminal contact comprising a pair of arches mounted transversely on the trolley wire, one of the arches having guide-loops, and a pair of in- \vardlybo\\'cd contact springs arranged on opposite sides of the trolley-wire and having free ends guided in said looped arch and secured at: their opposite ends to the other arch, substantially as set forth.

10. In an electric railway switch, the combination with the main or power circuit, of a switch-point, means for operating the same, adonble signal circuit whose branches contain suitably-distinguished signals and are provided with terminalcontacts, and an electric switch-member rigidly connected to saidswdtclrpoint and arranged to alternately engage said terminal contacts, said s\vitch-memher being connected with said main circuit, substantially as set iorth. V

11. In an electric railway switch, the combination with a main or power circuit, of a switch point, a switch arm connected with said main circuit and having a rigid connection with the switclrpoint to positively move therewith, and a double signal-circuit whose branches have terminal-contacts arranged on opposite sides of said switcharm and cooperating therewith, substantially set forth.

Witness my hand this 11th day of May, 1907.

' ALICE A. ROTH.

Witnesses C. I Gnrna', E. M. GRAHAM. 

